barrett



J. L. BARRETT.

STEAM ECONOMIZEH.

APPLICATION FILED FEB. 2a, 1920.

1 ,387,227. v Patented Aug. 9, 1921.

2 SHEETS-SHEET l.

K e j v ATTORNEYS 1. L. BARRETT.

STEAM ECONOMIZEH'.

APPLICATION FILED FEB. 2s. |920.

1,387,227.v Patenafmg. 9,1921.

2 SHEETS-SHEET 2.

WIT/VESSES /IvI/ENTo/I g/obwL'A/P/Pfrr, ,gif BVM,

TURNEYS UNITED STATES JOHN LOUISBABRETT, OF CHICAGO, ILLINOIS.

STEAMeECONOMIZER.

Specication of Letters Patent.

. Patented Aug. 9, 192,1.

Application filed February 28, 1920. Serial 110,362,062.'

To all wlw/m 'it may concern:

Be it known that I, JOHN Louis BARRETT, a citizen of the United States, and a resident of Chicago,in the county of Cook and State of illinois, have invented certain newv and useful Improvements in Steam-llconomizers, of which the following is a specilication.

My invention is an improvement in steam economizers, and has for its object to provide a device of the character speciiied, adapted for use with steam engines and to be arranged between the boiler and the engine for conserving the exhaust. from the engine and returning it to the boiler forre,- use before the exhaust has lest its heat.

In the drawings:

Figure 1 is a top plan view of the improvement with parts in section,

Fig. 2 is a side view,

li1 igs. 3 and 4 are sections on the lines 3 3 and 4--4 respectively of Fig. 1, the latter figure looking in the direction of the arrows adjacent to the line.

Fig. 5 is a section on the line 5 5 of Fig. 6, looking in the direction of the arrow adjacent to the line,

Fig. 6 is a section on the line 6"@ of Fig. 5 looking in the directionof the arrow adjacent to the line,

Fig. 7 is a view similar to Fig. 5, showing a modied construction of yieldable connection. p

The present application covers the same subject matter as my prior application Serial No. 844,014, filed June 9,1914, allowed July 10, 1917, andv which became forfeited J an. io,i9is.

The present embodiment of the invention is designed to be arranged between a steam engine and the boiler, the steam passing from the boiler to the engine to drive the same, and the economizer receives the exhaust products from the engine and returns them to the boiler in a heated condition.

The improvement is supported by a base 1 of suitable construction, havingk supporting legs 2, and the improvementicomprises a pair of cylinders 3 and 3a, arranged at opposite sides of the base, and a valvephamber 4 is arranged betweeny the cylinders. Each cylinder is provided with la column 5, secured tothe' base, and the valve chamber is provided with a similar column 6, also secured to the base.

Pistons 7 and 7a are 'arranged in the respective cylinders 3 and 3a, and piston rods 8 yvalve chamber.

and 8a are connected with the respective pis tons. Each piston rod passes through a stuliing box 9 in one head of the cylinder, and the rods are connected with cross heads 10, each of which is movable in guides 11. An operating shaft 12 is journaled in bearing brackets 13 on the base and transversely thereof, and a disk 14 is secured to each end of the shaft, each disk being connected to the adjacent cross head1()` by means of a link 15. The links 15 are pivoted at one end to the cross heads, and at the other end to an eccentric wrist pin 16 on the adjacent disk.

A driving sha-ft 17 is journaled in bearing brackets18 on the base and parallel tothe operating shaft 12, anda pulley 19 is se,- cured to the shaft near one end thereof. i belt 20 connects the pulley with a rotating element of the engine, and a pinion 21 is keyed to the Vdriving shaft near theoppo'site end fromk the pulley and fmeshcs with a gear wheel 22, journaled loosely on the shaft 12.

It will be obvious that when the driven shaft is in operation, the gear wheel. 22 will be driven continuously and mechanism is provided, arranged between the gear wheel and the operating sha-ft 12, for moving the same. Each cylinder 3 and 3 is provided with inlet ports 28 and 23a at its opposite ends, and pipes 24 and 24zt connect the respective ports with the opposite ends'of the valve chamber 4` f" The exhaust pipe 25 from the engine extends transversely of the cylinders 3 and 3a at the end remote from the operatingsliaft 12, and pipes 2,6 and 26a lead from the exv haust pipe to the pipes 24 and 242-. Each of the pipes 26 is connected to the adjacent pipe 24 intermediate the ends of the said pipe, and each of the pipes 26a is connected to the adjacent pipe 24a intermediate' the endsoi" the j Valves 27 and 27a' are slidably inountedin i the valve chamber at opposite sides thereof, the lsaid valves .being arranged to alternately fclose theinlet ends of the pipes 24 I and 24a at the adjacent side, and valve stems l or rods 28 and 28a are connected with the respective valves, each stem or rod extending through a stuiiing box 29 inthe end of the A pipe 30 leads from the top of the valve chamber to the boiler, opening in the said boiler' at any suitable point, and check valves 31 are arranged in the pipes 26 and 26L as in dicated in dotted lines inFig. 2, each check valve being so arranged that while the ex- Ahaust may pass freely from the exhaust pipe 25 to the respective pipes 24 and 24a, it cannot return, the valves closing to prevent such return.

The valve stems or rods 28-2821 pass through sectional guide brackets 32 extencling upward from the base, and a roller 33 is journaled onthe Vvopposite end of each stem or rod from the valve. Each of the rollers engages a cam groove 34 in the inner face of a cam wheel 35 or 35a, keyed to the operating shaft 12, and it will be noted that each cam groove consists of two portions concentric with the shaft but of unequal radius.

The connection between the concentric portions of each groove is sharp in pitch,rso that the movement of the roller from one concentric portion to the other is quick. When the roller passes from the portion of less4 radius to the portion of greater radius, the valve connected with the roller is moved longitudinally of the valve chamber, opening the inlet end of the pipe 24 and closing;

the inlet end of the pipe 24a.V

Each of the cam wheels 35 and 35a is keyed to the shaft indicated at 36, and in addition, a set screw 37 is threaded through anopening in the hub of the wheel to rigidly secure the Wheel to the shaft. A disk38 is journaled loosely on the shaft adjacent to the gear wheel 22, and the disk. and the gear wheel are rigidly connectediii. spaced parallel relation by means of rivets ,39. or the like, each rivet being encircled between the disk and the gear wheel by a sleeve or arbor 40. p

The disk and the gear wheels are arranged between the wheels 35 and 35a, and the said disk andv gear wheels. are 'spaced` apart-from each other to permit the connection of a radial arm 41, with the shaft between the disk and the gear wheel. Y The arm 41has a hub 42 which encircles the shaft, and a key 43 is provided for'rigidly connecting the arm with the shaft. Y l l Levers 44 kand 44a are arranged on opposite sides of the shaft 12, each lever having a transverse bearing 45 intermediate its ends, and nearer the lower end than the upper,

`and the bearingsengage stub shafts 46, ar-

ranged between the disk and the gear wheel and lsupported at their ends by the said disk and gear wheel.

Other levers 47 and 48 are arranged between the disk and the gear wheel, each of the said levers havinga bearing 49,7intermediate its ends, for engaging the stubshaft ,50, the said stub shafts being supportedin the same manner as the shafts 46 and parallel therewith. The lever 47 isiarranged outside of the lever 44, while the lever 48 is arranged outside of the lever 44a. Each of the levers 44 and 44 is connected at its lower end to the adjacent lever 47 or 48 as the case may be, by means of a pair of links 51.

A pair of links 52 connect the upper end of the lever 47 with the outer end of the radial arm 41, and an eye-bolt 53 is pivoted to the upper end of the lever 48 as indicated at 54. The other end of the eye bolt passes through a frusto-coiiical opening 55 in a lug 56, connecting the disk and the gear wheel, and a wing nut 57 engages the threaded portion of the bolt on the opposite side of the lug from the lever.

A coil spring 58 connects the upper ends of the levers 44 and 44a. lt will be noted froml an inspection of Fig. 5, that the radial arm 41 normally standsY parallel with the lever 44 and 441l and at equal distances from the said levers, and the spring 58 holds the parts in the position of Fig. 1, that is, with the levers 44-44a4-47 and 48 approximately parallel.

rllhe operation of the device is as follows: lVith the engine running, the shaft 17 is rotated continuously and tliegear wheel 22 being' connected to the shaft by means of the pinion 21, is also rotated continuously, and since the disk 38 is rigidly connected therewith, the frame constituted by the gear wheel and the disk 38 will rotate with the shaft 17. Since the levers 44,-47--44L and 48 are carried by this frame, they will rotate with the frame, and the arm 41 will be carried with the frame, thus rotating the shaft 12.

There is a drag on the arin 41 as the frame above mentioned rotates, which tends to carry the arm with the frame Should the frame advance or move angiilarly with respect. to the shaft, the upper end of the the right, putting the spring 58 under tension.-

rilhe tension of the spring is regulated by means of the wing nut 57 to a degree such that when the device is'` in operation` the parts will occupy the position :shown in Fig. 5, that is, with the arm 41parallelwith'thc shafts 47-44-44a and 48. As the shaft 12 rotates, the disks 14 are rotated, and the pistons 7 and 7l reciprocate longitudinally of the cylinder. Y

lllhen the piston7 -moves -in the direction of the arrows shown in Fig. 1,.the exhaust products from the pipe 25 are drawn through the pipe 26a and the pipe 24? andthe, port 23a into the end of the cylindei1 remote` from the shaft 12.` Theexhaust steam/already in the other end of the cylindei` is driven out by way of the port 23: and the pipe 24 to the valve chest, the valve 27 being at this movement at the end of the chamber remote from the shaft 12, that is, in a position to uncover' the inlet end of the pipe 24 and to cover the inlet end of the pipe 24a.

The pistons 7 and 7EL are set 90o apart, that is, the wrist pin 16 of the piston 7a is 90 in advance of the wrist pin of the piston 7. The rollers 3 3 of the valve 27 and 27a are similarly arranged. The arrangement is such that when the piston 7 moves toward the shaft 12 the inlet end at the valve chest of the pipe 24 will be open and the inlet end of the pipe 24a will be closed, At the opposite side, that is, adjacent to the cylinder 3a the valve 27a is closing the inlet end of the pipe 24 and is leaving the innerend of the pipe 24a open.

In this manner the exhaust products will be passed from the pipe 25 through the cylinders 8 and 3 to the valve chest or chamber 4 and from thence by way of the pipes 30 to the boiler.

In Fig. 7 is shown a modiiied arrangement of counterbalancing mechanism. In this arrangement, the disk 38a is keyed to the shaft 12d by means of a key 43a and the arm 41a is connected to the upper end of a lever 59, by'means of a pair of links 60. rlhe lever 59 has a bearing 60 intermediate its ends, engaging a shaft 50EL connecting the disk 38a with the gear wheel 22.

Another lever 61 is arranged atthe opposite side of the shaft 12S, the lever having a bearing 62 intermediate its ends engaging' another shaft 5()a connecting the gear wheel and the disk. The lower end of the shaft 59 is provided with a cup extension 63, and a somewhat similar extension 64 is connected to the lower end of the shaft 61 in a manner to be described. A coil spring 65 is arranged between the extensions 63 and 64, one end of the spring seating in the eXtension 63 and the other in the extension 64.

The extension 64 is provided with a central internally threaded nipple 66, and a threaded stem 67 engages the nipple. The outer end of the stem is forked and the arms 68 of the fork fit on opposite sides of the lower end of the lever 61, and are pivoted thereto. An eye bolt 69 is pivoted to the upper end of the lever 61, and the bolt passes through a lug @L connecting the disk and the gear wheel, and is engaged by a wing nut 57 a on the opposite sides of the lug from the lever.

rIhe disk 38:L is connected to the gear wheel behind rivets 39 in the same manner as the disk 38 is connected. In the operation of this constriuztion` when the frame constituted by the gear wheel and the disk is ropumps and that in the boiler may be so balanced that there is just sufficient excess power in the pumps to cause the exhaust motive fluid to be returned to the source of supply.

It will be understood that by returning the exhaust products to the boiler while in a heated condition, a suitable saving in fuel results.

I claim:

A device ofthe character specified, adapted to be arranged Ybetween a steam engine and the boiler fr omy which the engine receives steam and adapted to be connected with the exhaust of the engine to return the exhaust products to the boiler, and comprising a pair of parallel cylinders, an operating shaft, a piston vin each cylinder connected with the operating shaft, a driving shaft, a yieldable connection between the driving shaft and the operating shaft, a valve chest arranged between the cylinders, valves in connection with the chest and operated by the operating shaft, the chest andthe cylinders being ported to alternately connect the ends of the cylinder to the boiler and to the exhaust.

JOHN LOUIS BARRETT. 

